EP0532365A2 - Système de commande de transmission automatique de véhicule - Google Patents

Système de commande de transmission automatique de véhicule Download PDF

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Publication number
EP0532365A2
EP0532365A2 EP92308339A EP92308339A EP0532365A2 EP 0532365 A2 EP0532365 A2 EP 0532365A2 EP 92308339 A EP92308339 A EP 92308339A EP 92308339 A EP92308339 A EP 92308339A EP 0532365 A2 EP0532365 A2 EP 0532365A2
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EP
European Patent Office
Prior art keywords
vehicle
torque
determined
driving resistance
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP92308339A
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German (de)
English (en)
Other versions
EP0532365B1 (fr
EP0532365A3 (en
Inventor
Yoshida c/o Kabushiki Kaisha Honda Iwaki
Ichiro C/O Kabushiki Kaisha Honda Sakai
Shinichi C/O Kabushiki Kaisha Honda Sakaguchi
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Publication date
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Publication of EP0532365A3 publication Critical patent/EP0532365A3/en
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Publication of EP0532365B1 publication Critical patent/EP0532365B1/fr
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/24—Inputs being a function of torque or torque demand dependent on the throttle opening
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F16H61/66254—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • B60W2050/0057—Frequency analysis, spectral techniques or transforms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/105—Output torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/16—Driving resistance
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H2059/142—Inputs being a function of torque or torque demand of driving resistance calculated from weight, slope, or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H2059/148—Transmission output torque, e.g. measured or estimated torque at output drive shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
    • F16H2061/0081—Fuzzy logic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/48—Inputs being a function of acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/74—Inputs being a function of engine parameters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S477/00—Interrelated power delivery controls, including engine control
    • Y10S477/902—Control signal is engine parameter other than manifold pressure or fuel control
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S477/00—Interrelated power delivery controls, including engine control
    • Y10S477/903—Control signal is steering
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S477/00—Interrelated power delivery controls, including engine control
    • Y10S477/904—Control signal is acceleration
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S706/00—Data processing: artificial intelligence
    • Y10S706/90—Fuzzy logic

Definitions

  • This invention relates to a vehicle automatic transmission control system, and more particularly to a vehicle automatic transmission control system of the type in which the driving resistance is calculated and used as a parameter for determining control values, and still more particularly to such a vehicle automatic transmission control system which enables the driving resistance to be calculated with high precision.
  • the conventional electronic vehicle automatic transmission control system is generally equipped with a memory device storing a two dimensional shift diagram as a map, hereinafter referred to as "shift diagram map" and the gear ratio is determined by retrieval from the map using the throttle opening and the vehicle speed as address data. Since the shift diagram map is prepared assuming only general driving conditions, however, it does not always enable the selection of an appropriate gear ratio during hill-climbing and other special driving conditions. A number of systems have been developed for overcoming this problem. For example, Japanese Laid-open Patent Publication No. 1(1989)-112059 teaches a system which calculates the driving resistance and uses the result for correcting the map-retrieved gear ratio, while Japanese Laid-open Patent Publication No.
  • An object of the invention is to provide an automatic transmission control system that is an improvement on this earlier driving resistance computation technology developed by the applicants and which, by making it possible to determine the driving resistance with higher precision, enables determination of the most appropriate gear ratio with high reliability.
  • the present invention provides a system for controlling a gear ratio of a multi-step geared or continuously variable automatic transmission of a vehicle based on determined parameters indicative of operating conditions of the vehicle including a driving resistance calculated by driving resistance calculating means.
  • said driving resistance calculating means including first means for determining the output torque generated by the vehicle engine at least from an engine speed and an engine load in accordance with a predetermined characteristic, second means for adjusting the determined torque by subtracting the torque consumption of a device driven by the vehicle engine and by adjusting for transmission lag to the n-th order and for calculating the motive force the vehicle generates by multiplying the adjusted torque by the overall gear ratio and transmission efficiency and by dividing this product by the vehicle tire radius, and third means for determining the vehicle acceleration and for multiplying the determined vehicle acceleration by the vehicle mass, to determine the force required for acceleration, and for determining the driving resistance by subtracting the determined force from the motive force.
  • FIG 1 is a schematic diagram showing the overall arrangement of the system, in which the reference numeral 10 denotes a vehicle.
  • the vehicle 10 has an internal combustion engine and a drive train, generally denoted by the reference numeral 12, which transmits the gear-shifted engine output, through a drive shaft 14, to front (drive) wheels 16.
  • a crankshaft angle sensor 20 is provided in a distributor (not shown) of the engine to detect the position of a piston (not shown) in terms of the crankshaft angle.
  • an intake air pressure sensor 22 At an appropriate location downstream of a throttle valve (not shown), there is provided an intake air pressure sensor 22 for detecting the absolute pressure of the intake air flow through an air intake passage.
  • a throttle position sensor 24 for detecting the degree of opening of the throttle valve.
  • a temperature sensor 26 for detecting the coolant temperature
  • a pressure sensor 28 for detecting the atmospheric pressure of a place where the vehicle 10 travels.
  • an air conditioner switch 30 for detecting ON/OFF states of an air conditioner (not shown) and a steering angle sensor 34 for detecting the turning angle of the front wheels 16 through the amount of rotary motion of a steering wheel 32.
  • a vehicle speed sensor 38 is provided in an appropriate location in the engine/drive train 12 for detecting a traveling speed of the vehicle 10.
  • a brake pedal (not shown) prepared on the vehicle floor near the driver's seat a brake switch 40 is provided for detecting depression of the brake pedal.
  • a brake fluid pressure sensor 44 for detecting the brake pressure through the fluid pressure at a brake master cylinder 42 and a temperature sensor 48 for detecting the temperature of a friction pad (not shown) in a disc brake 46 provided at each wheel.
  • a suspension stroke sensor 52 is provided for detecting the weight of the passenger(s) and cargo of the vehicle through the amount of depression of a coil spring (not shown) of the suspension 50.
  • a turbine speed sensor 54 is provided for detecting the rotational speed of the turbine shaft of a torque converter (not shown) in the engine/drive train 12.
  • a range selector switch 56 is provided for detecting the selected position of a range selector (not shown) prepared near the driver's seat. Outputs of the sensors and switches are all sent to a control unit 60.
  • FIG. 2 is a block diagram showing the control unit 60 in detail.
  • the analog outputs from the intake air pressure sensor 22 and the like are input to a level conversion circuit 62 in the unit for amplification and the amplified signals are forwarded to a microcomputer 64.
  • the microcomputer 64 has an input port 64a, an A/D converter 64b, a CPU 64c, a ROM 64d, a RAM 64e, an output port 64f and groups of registers (not shown) and counters (not shown).
  • the output from the circuits 62 is input to the A/D converter 64b whereby it is converted into digital values, and the values are stored in the RAM 64e.
  • the outputs from the crankshaft angle sensor 20 and the like are first waveshaped in a waveshaping circuit 66 and then input to the microcomputer through the input port 64a to be stored in the RAM 64e.
  • the CPU 64c determines a gear position (ratio).
  • a control value is sent through the output port 64f to a first output circuit 68 and a second output circuit 70 which energize/deenergize solenoids 72, 74 so as to shift gears or hold the current position as determined.
  • a noise caused by a vehicle vibration excited by the engine could be detected by the vehicle speed sensor 38 and mixed up with its output, it is arranged such that digital filtering is carried out on the vehicle sensor output in the microcomputer and the vehicle speed is determined from a frequency component less than the noise frequency.
  • most of the noise mixed in the vehicle speed sensor output is the vibration which is generated by torsional vibration of the drive shaft caused by a time lag in engine torque transmission.
  • step S10 of Figure 3 in which the vehicle speed, the throttle opening, the driving resistance and other parameters required for determining the control value are detected or calculated.
  • Control passes to step S12 in which the gear ratio (gear position) is selected through fuzzy reasoning and to step S14 in which in response to the so-determined gear ratio a control value is output to the solenoids 72,74.
  • the fuzzy reasoning is conducted using a number of fuzzy production rules (see the example shown in Figure 4) which are drafted in advance.
  • the detected (calculated) parameters relating to the antecedent (IF part) of each rule are applied to the corresponding membership functions (as indicated by the broken lines in Figure 4) for determining the degree of satisfaction of the rule, whereafter the output value of the consequent (THEN part) is determined. After all of the rules have been processed in this way, the final control value is determined. This is explained in detail in the aforesaid assignee's earlier publication, and since the present invention is not characterized by the fuzzy reasoning itself but by a method of calculating driving resistance as a parameter required for conducting the fuzzy reasoning, it will not be gone into further here.
  • FIG. 5 is the flow chart of a subroutine for calculating the driving resistance. Before going into a detailed explanation of this subroutine, however, the principle of the calculation will be explained with reference to Figure 6.
  • Driving resistance R (Rolling resistance ⁇ o + Grade sin ⁇ ) x Vehicle weight W + Aerodynamic drag ( ⁇ A x V2) [kg] (2) (In the foregoing, the equivalent mass (equivalent mass coefficient) is a constant and V is the vehicle speed.)
  • Figure 6 illustrates the foregoing in the form of a block diagram.
  • step S100 the current torque is determined.
  • This embodiment does not use a torque sensor but, as shown in Figure 6, obtains the approximate value of the torque by retrieval from a map stored in ROM, using the engine speed and the intake air pressure as address data.
  • the torque map is provided with separate sets of characteristics for different throttle openings.
  • Control then passes to step S102 in which the torque T is adjusted by multiplication by a torque ratio TR indicative of a torque increase by the torque converter retrieved from a table having the characteristics shown in Figure 7.
  • This retrieval is conducted by calculating the speed ratio e of the torque converter from the engine speed and the torque converter output speed and using the calculated value to retrieve the torque ratio TR from the table of Figure 7.
  • Control passes to steps S104 and S106 in which the amounts of torque consumed by the oil pump and the air conditioner compressor are estimated and subtracted from the torque value to obtain an adjusted torque value. This is done by using the engine speed to retrieve the values from tables stored in the ROM 64d having the characteristics shown in Figures 8 and 9. The retrieval is conducted using the engine speed since the rotational speeds of both the oil pump and the compressor are proportional to the engine speed. Characteristics like those shown in the figures are determined by tests and stored in the ROM beforehand. Control next passes to step S108 in which the torque is adjusted for the coolant temperature. This adjustment is made because the coolant temperature is an index of the engine temperature, and the torque loss owing to internal engine friction is large when the engine is cold. Specifically, the calculated torque is adjusted by multiplying it by a correction coefficient kTW. As shown in Figure 10, the correction coefficient kTW is small on the low-temperature side and rises to 1.0 at full warmup.
  • step S110 the torque is adjusted for the atmospheric pressure.
  • This adjustment is conducted because back pressure decreases with increasing altitude and, accordingly, for one and the same intake air pressure, the engine output increases in proportion to the altitude.
  • the calculated torque is therefore adjusted by multiplying it by a correction coefficient kPA which increases with increasing altitude, as shown by the characteristic curve of Figure 11.
  • step S112 the calculated torque is adjusted for torque transmission lag in step S112. This is conducted because the gear system and various other factors delay the transmission of the torque output by the engine to drive wheels. As far as the inventors have been able to determine, the lag is of the first order. Therefore, step S112 adjusts the calculated torque for lag by an amount determined by a time constant shown in Figure 6.
  • Control passes to step S114 in which the calculated (adjusted) torque is multiplied by the overall gear ratio G/R and the transmission efficiency eta to obtain the value FTRQ.
  • the torque converter speed ratio e is 1.0 or larger
  • the engine is forcibly rotated by the drive wheels so that the engine provides an engine braking effect.
  • the transmission efficiency differs between this case and the ordinary case where the engine drives the wheels.
  • the value of the transmission efficiency used in the calculation is therefore changed between the case of e ⁇ 1.0 and the case of e ⁇ 1.0. Specifically, it is adjusted downward when e is 1.0 or larger.
  • Control next passes to step S116 in which the braking torque (braking force) is determined and subtracted from the calculated value FTRQ so as to compensate for the torque loss experienced during braking.
  • the braking torque is determined by using the temperature of the brake pads of the disc brakes detected by the sensor 48 for retrieving a coefficient of friction ⁇ from a table whose characteristics are shown in Figure 12, and then retrieving the braking torque from a map whose characteristics are shown in Figure 13 using the coefficient of friction ⁇ and the brake fluid pressure detected by the sensor 44 as address data.
  • the braking force increases with increasing coefficient of friction and increasing brake fluid pressure and the pattern of this increase relative to these factors is determined through tests and stored in the ROM 64d as a map, the characteristics of which are shown in Figure 13.
  • the brake pad temperature may be determined by averaging those values detected at all the wheels, or may be determined from an average between those detected at the two front wheels 16.
  • step S118 the motive force F is calculated in step S118 by dividing the value FTRQ obtained in step S116 by the radius of the drive wheels 16.
  • Control thereafter passes to step S120 in which the acceleration ⁇ is determined by obtaining the difference or differential of the detection value of the vehicle speed sensor 38 obtained by filter processing in the manner described earlier, to step S122 in which the actual vehicle mass (weight) M including the mass (weight) of the passengers and any cargo is determined from the detection value of the suspension stroke sensor 52 based on predetermined characteristics, and to step S126 in which the driving resistance R is calculated according to the equation set out earlier.
  • Control passes to step S128 in which the calculated driving resistance R is adjusted for the steering angle.
  • This adjustment is made because the tire slip rate varies with the direction of the drive wheels travel and this in turn produces a variation in the driving resistance.
  • the steering angle detected by the sensor 34 is used for retrieving a correction amount RSTR from a table whose characteristics are shown in Figure 14 and the retrieved value is subtracted from the calculated driving resistance.
  • this adjustment can be made by subtracting the correction amount from the motive force.
  • the gear ratio is determined according to the flow chart of Figure 3 based on the so-obtained driving resistance and the other operating parameters.
  • the embodiment constituted in the foregoing manner is able to determine the driving resistance with high precision solely through data processing operations, without use of a torque sensor and, therefore, is able to determine gear ratios (positions) appropriate for hill-climbing and other driving circumstances with high reliability.
  • FIG 15 shows a block diagram of a second embodiment of the invention.
  • This embodiment uses a torque sensor for detecting the torque of an engine output shaft (transmission input shaft)(not shown) in the engine/drive train 12 shown in Figure 1.
  • FIG 16 shows a block diagram of a third embodiment of the invention. Like the second embodiment, this embodiment also uses a torque sensor, specifically a torque sensor 80 which, as shown by a phantom line in Figure 1, is mounted at a position where it can detect the torque output at a drive shaft 14. Since this enables direct detection of the actual motive force, the calculation is simpler than in the second embodiment.
  • a torque sensor 80 which, as shown by a phantom line in Figure 1, is mounted at a position where it can detect the torque output at a drive shaft 14. Since this enables direct detection of the actual motive force, the calculation is simpler than in the second embodiment.
  • a vehicle speed sensor 380 indicated by a phantom line in Figure 1 is that used in a fourth embodiment of the invention.
  • the sensor 380 is mounted in the vicinity of a free wheel (rear wheel) 82 so as to avoid detection of noise frequencies arising from the vibration.
  • This embodiment therefore does not require the digital filter processing used in the first embodiment. Since the sensor 380 is mounted on the free wheel, not on the drive wheel, this arrangement can also prevent the vehicle speed detection from being affected even if the drive wheel slips.
  • the invention has been described with respect to the case where the driving resistance is determined and fuzzy reasoning is conducted on the basis of operating parameters including the driving resistance for selecting the gear position of a multi-step transmission, this is not limitative and, insofar as the driving resistance is determined and used as a parameter for selecting the control value, the invention can also be applied for selecting the gear ratio of a continuously variable transmission or of either a multi-step transmission or a continuously variable transmission using the conventional shift diagram map.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)
EP92308339A 1991-09-12 1992-09-14 Système de commande de transmission automatique de véhicule Expired - Lifetime EP0532365B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP260954/91 1991-09-12
JP3260954A JPH0571622A (ja) 1991-09-12 1991-09-12 自動変速機の制御装置

Publications (3)

Publication Number Publication Date
EP0532365A2 true EP0532365A2 (fr) 1993-03-17
EP0532365A3 EP0532365A3 (en) 1993-12-08
EP0532365B1 EP0532365B1 (fr) 1996-07-03

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EP92308339A Expired - Lifetime EP0532365B1 (fr) 1991-09-12 1992-09-14 Système de commande de transmission automatique de véhicule

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US (1) US5319555A (fr)
EP (1) EP0532365B1 (fr)
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EP0600400A1 (fr) * 1992-12-01 1994-06-08 IFT INGENIEURGESELLSCHAFT FÜR FAHRZEUGTECHNIK mbH Méthode et dispositif pour la détermination d'un rapport de vitesse avantageux
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EP0634591A3 (fr) * 1993-07-17 1996-08-14 Porsche Ag Méthode et dispositif de commande d'une boîte de vitesses automatique.
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EP0752548A2 (fr) * 1995-07-06 1997-01-08 Aisin Aw Co., Ltd. Système de régulation d'une transmission automatique avec moyens de dötection de position
EP0752548A3 (fr) * 1995-07-06 1997-01-29 Aisin Aw Co
WO1997006374A1 (fr) * 1995-08-10 1997-02-20 Renault Procede de suppression d'une instabilite de la boite de vitesses automatique d'un vehicule en passant constamment d'un rapport au rapport superieur et inversement
FR2737761A1 (fr) * 1995-08-10 1997-02-14 Renault Procede de suppression du phenomene de pompage d'un vehicule automobile et vehicule automobile mettant en oeuvre ce procede
EP0760441A2 (fr) * 1995-09-01 1997-03-05 Honda Giken Kogyo Kabushiki Kaisha Transmission continue à courroie
EP0760441A3 (fr) * 1995-09-01 1998-04-22 Honda Giken Kogyo Kabushiki Kaisha Transmission continue à courroie
US5927415A (en) * 1995-10-20 1999-07-27 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle controller
EP0769402A3 (fr) * 1995-10-20 1998-07-01 Toyota Jidosha Kabushiki Kaisha Commande pour véhicule hybride
WO1998017928A1 (fr) * 1996-10-21 1998-04-30 Renault Procede de controle du couple d'entree d'une transmission
FR2754773A1 (fr) * 1996-10-21 1998-04-24 Renault Procede de controle du couple d'entree d'une transmission
EP1108132A1 (fr) * 1999-06-29 2001-06-20 Heraeus Electro-Nite International N.V. Procede et appareil pour determiner le rapport air/carburant d'un moteur a combustion interne
EP1150041A1 (fr) * 2000-04-27 2001-10-31 DaimlerChrysler AG Dispositif pour changer de vitesse sans moment de rotation
FR2822972A1 (fr) * 2001-03-29 2002-10-04 Renault Dispositif d'estimation de la charge d'un vehicule et vehicule a transmission automatique utilisant un tel dispositif
WO2002078996A1 (fr) * 2001-03-29 2002-10-10 Renault S.A.S. Dispositif d'estimation de la charge d'un vehicule et vehicule a transmission automatique utilisant un tel dispositif
US6827666B2 (en) * 2002-09-04 2004-12-07 Daimlerchrysler Corporation Transmission gear ratio selection
WO2004106779A1 (fr) * 2003-05-30 2004-12-09 Eaton Corporation Procede pour estimer la deceleration lors d'un changement de vitesse
CN112172824A (zh) * 2020-09-30 2021-01-05 东风汽车集团有限公司 一种基于整车经济性的cvt速比控制策略确定方法

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DE69211931T2 (de) 1996-10-31
CA2077426C (fr) 1999-11-02
US5319555A (en) 1994-06-07
EP0532365B1 (fr) 1996-07-03
EP0532365A3 (en) 1993-12-08
DE69211931D1 (de) 1996-08-08
CA2077426A1 (fr) 1993-03-13

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